Train safety device.



S. G. CONKLING.

TRAIN SAFETY DEVICE.

APPUCATION FILED JULY 24.1913.

1 ,265,-61 5 Patented May 7, 1918.

WITIVfSSES:

W I VE H.

Samuel G. Conkling. JW 1%] ATTORNEY.

IT STATES PATENT orrron sAMunne. 'CON-KLING,?QF-;SAUGERTIESQ NEW oRKQassIeNoR: ortoneenniir- T LOUIS v SCI-IAFIERT, oEBRooKLYN; NEWJYORK.

' TRAINSAFETY DEVICE.

To alliwhom .z't concern:

Be: it known that I; SAMZUEL- G; GoN iLiNc, a citizen of the United States, residing in Saugerties; in the county; of Ulster :and :State 1 of New Y ork," have; invented; certain new and usefulimprovements in: TrainsSafety.

Devices;v o fjwhich the following is a ispecification.

My invention relates to: a trainsafety device; by meansaof:which: the motive, power is shut off i and ':the; air brakesautomatically applied, independent of the engineer, when the train rurrsjnto; a: closed-block.

One odi the objects of: my; invention is to provide a simiple inexpensive.- and positively actuatingzdevice ofthe above indicated char-: ac-ter,-wh 1ch:e.w1ll he set unto operative. posh tion or moved-into lnoperative pOSltlOll by the actuation :of :the; usual semaphore: signal 7 and 1 which! can be --1'nstallecl an CODIIGOtIOIL withuei-tliier 1 the =;usualpneumatlcally. con-K trolled brake; applying or. brake releasing mechanismanowlin general use. w

The various other obj ects of the invention c will be in-zpart'obvious and "in partrmoresi fully set forth in the following description of a physical embodiment of vmy invention, which also discloses various newand novel features ofwconstruction; andcombination of parts h'erein'after set'forth and claimed.

Referringto the draw1ngsz+ Figured iisa side elevation: of a locomotlve and tender with part of the cabbrokenaway to showva c preferredembodiment of ;my. invention installed thereln;

Fig-J Q isa partly diagrammatic view. of a modified form oizthe devicefromthat shown,

in Fig l; and: I

ShOWIi in F ig.

There-:is rShOWIlvlfl the drawings-a section of trackilmounted between the rails 52 of which and on; top ofoneof the ties 3 is-a pairoftransversely spaced apart bracket;

plates *4: pivotally 1 mounted between: which is an L,-shapecl=track detent comprising an upstanding val-ve-engagi ng; arm 6, thetrip' being-pivoted to permit thearmtto move in one direction from its vertical to a horizontal position: paralleling the tracks.

Theinvention has been illustrated with reference to an-engine and its tender, due to the factzthat the wheel brakes are usually applied to; the enginewheels by the intro duction of compressed air to the bra-ke'aetu- Specification of Letters Patent.-

F1gu3 is an enlarged viewot the trip valve- Patented'May 7; 1918.1

Application filed-M13 24, 1913. Serial N0.-780,858. g

ating cylinder whileinrtheitender, and in the I otherz cars of zthe train; the; brakes arewnora mally in brakingiposition; andaare moved to! inoperative position by :the introduction of:

compresseclqai-r to thebrake releasingymeoha nism, but it is to be understood that this disclosure ismerely illustrative and the -in.=ven-r tionma'y' be utilized :with obviousl mechanie cal variatlonsm elther system of brake controllingimechanisms: 7 There usrshowni 1 1'1 Fig. l,' an 1 engine :20.

within tliezcab of which is mounted theusu'alreverse leverEQl; steam or other motive con trol lever 22' and automatically: controlled air-pressure pump 28, all asisiusual in; steam 170 engines'of thischaracter nowin general user. Airpressur'e from the pump; 23 is supplied to a storage reservoir 24 leading from which"; is a piping 25, controlle'd zbyy. the: two-way. manuall'y-controlledgvalve 26, th'eaotuationfl 5 of theihandlerof which i1rone direction spere mits the compressed air to pass through the pipe25,-= through the branch. 27 then through the outletl Alsoleadin'gfrom thevcyli n- 90.

der 24:dS aspipe 35 normally closed by the valve 46, which valve has a depend=inggtripfl 48 normally positioned so that: it will en,- gage withrthe arms6 when the same is in its. upstandingg position, but this handle is of 9,5 such a ilength -thatiit twill; zpassover the foot 7 herei'nbefore; referred to when the block Y is open. a v

The piper-35 le.ads.:-to .a: cylinder $371, the

piston-rod 38 of which is connected by means of anfewelinks' etchain: 39- tothe-emotive power iconic-rolling lever 7 22'; a The air pres-l sureiin the cylinder-371 :maybe released by; any suitable means I-such as a hand icon trolled releasing valve 40 so that the piston=7105 38 may y be -drawn,out;,to permit 1 the :freei manual actuation;10f---the-lever22; Leading-- I fromi the -pipe r35 between the vvalve-36 an the cylinder-371 and :through the one-wayvalve llisa connection:leadingthrough?the 1'10 branch 27 to the pipe 31 and to the pipe 28.

From the reservoir 24 is a train pipe 42 leading to the cylinder 32 in the tender or cars, disposed Within which pipe'is a valve 43 similar to the valve 36 hereinbefore described.

Referring to the modification shown in Figs. 2 and 3, the cylinder 32 is maintained in non-braking position by air pressure in the cylinder which pressure may be released either manuall by the engineer or by the movementxof t e train into a closed block. As shown the reservoir 24 has leading therefrom the pipe 25 which passes through the normally open passageway 45 in the threeway cylindrical valve 46, the axially disposed stem 47 of which has a depending handle 48 aifixed to its outer end which handle .is similar to the trip 37 and is also positioned to be engaged by the upstanding arm 6 at the entrance to a closed block. The

pipe 25 on the opposite side ofthe valve 46 leads through a T 49 to the pipe 31, which pipe 1 is also continuous through the T 49 and is adapted, when the trip 48 is rocked,

to communicate through a normally closed a passageway 50 in the valve 46 to an exhaust 51. p v.

Leading from the cylinder 24 and through another normally closed passageway 54 1n the valve 46 is the pipe 35 which leads to the cylinder controlling the motive control lever e a Fig. 1 'or the valve 52 in the modified form shown in Fig. 2, the engineer has full control of the brake actuating mechanism as is common with 'lo'comotives now in general use. The trips 37 and 48 are normally in the depending position shown in the drawing, which'in the disclosure shown in Fig. 1 normally maintain the pipe 35 and '42 closed and in the modifications shown in Figs. 2 and 3 "normally maintaining an open communication in the pipe 25'so that the airpress'ure will'benormally maintained in the cylinder 321:0" maintain the brakes in inoperative position while the 'train 'is running. 'With the valves in the position indicated,'should the train carrying the deviceshown in Fig. 1 run into aclosed block, the engagement'of the arm 6 with the trip- 37 on' the locomotive, would open the valve :46 admitting air pressure into the cylinder claim 371 which would act u on the rod 38 to draw the lever 22 towar the cylinder thus and at the same'time, the air would pass the one-way valve 41 into the pipe 28 and cylinder 29 to apply the locomotive brakes 30 and at the same time the air pressure is admitted into the pipe 31 to actuate the cylinder 32 andthereby. apply the brakes 33 on the tender, or other cars of the train.

Any continued movement of the train into shutting off the-steam or'other motive power the closed blockwould cause the handles in i H the succeeding cars to be engaged by the arm 6 thus openin communication between the cylinders 32 throughout the train and the reservoir 24 through the train pipe 42. Fur- Q thershould the detent be moved'into posi-. tion after the engine has passed, some one of the car trips would be operated. y

Referring to the operation of the modified form -of device shown in Figs. 2 and 3 the tripping of the handle 48 by the upstanding arm 6 closes communication through the" A passageway 45 thus shutting off: thesupply of compressed air through the pipes 25 and 31 and at the same time'opening' the pipe" 31 to theexhaust 51 through the passageway I' 50. TlllS releasing of air pressure in the cylinder 32 of'Fig. .2 permits the mechanical application of the brakes as is usual in the cars. This tripping: of the handle 481alsoi opens communication through the pipe 35 ducing air pressure into the cylinder 371, to actuate the lever 22 as hereinbefore' described.

Although I have shown only one. formof and through the passageway 54, thus intromechanism embodying my invention, it is.

obvious that various changes withintheskill of the mechanic may be made therein without departing from the spirit of the inven-Q .1

tion, provided the means setlfortli in the following'cla-ims are employed. a Having thus descrlbed my nvention, I

I 1. In a means for automatically stopping a train when running into a closedblock, the l combination with a detent fixed adjacent the a track, of a valve carried by the train ,pbsitioned relatively close to the road bed, saidvalve havmg three'pipes leading transversely therethrough, one of said pipes leading from a brake releasing cylinder to an exhaust, a

second-pipe lead ng from a sourceof com pressed air to Sald; first mentioned pipe and the third pipe leading from the sourceto a motive power shut off cylinder,'a' valve plug for said valve having three passageways therethrough, one of said passageways in one position of the plugmaintaining open communication through said second mentioned pipe and closing communication through the other two pipes and a relatively short trip affixed to and normally depending from said plug adapted to be engaged by i said detent to close said second mentioned pipe and simultaneously to open communication through the other two pipes.

52. In a device of the class described, the system comprising a compressed air reservoir, a two way manually actuated valve, a cylinder open to said reservoir when the valve is in one of its two positions and open to the outside air when in its other osition, a second cylinder, a pipe connecting said second cylinder with said reservoir when the valve is in its said other position, an ex haust from said second cylinder, a track detent controlled valve normally closing communication between said second cylinder and its exhaust and adapted to be moved to close communication between said reservoir and said second cylinder and simultaneously to open said second cylinder to its exhaust.

3. In a device of the class described, the system comprising a compressed air reservoir, a two way manually actuated valve, a cylinder open to said reservoir when the valve is in one of its two positions and open to the outside air when in its other position, a second cylinder, a pipe connecting said second cylinder with said reservoir when the valve is in its said other position, an exhaust from said second ylinder, 1. track detent controlled valve normally closing communication between said second cylinder and its exhaust and adapted to be moved to close communication between said reservoir and said second cylinder and simultaneously to open said second cylinder to its exhaust, a third cylinder, a pipe connecting said reservoir with said third cylinder, said detent controlled valve being contained in said last named pipe and normally closing communication between said third cylinder and said reservoir and adapted to open said communiposition to open said reservoir to said cylinder and in the other position to open said cylinder to the outside, a second cylinder, a pipe leading from said reservoir to said second cylinder, a normally closed valve in said second named pip adapted to be actuated by a track detent, a third pipe leading from said second named pipe between the normally closed valve and the second cylinder to the first named pipe between the two way valve and the first named cylinder whereby communication will be established between both of said cylinders and said reservoir by the opening of the normally closed track detent valve irrespective of the position of the manually controlled valve.

In witness whereof I have hereunto set my hand in the presence of two witnesses.

SAMUEL G. CONKLING. Witnesses:

Jnssr. FIERO, CHARLES E. CoNKLING.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. 0. 

